|
|
Post by dave1800 on Sept 18, 2012 5:36:40 GMT
I will watch this space with great interest! It's really odd about the clamp, you wouldn't think it could fail as long as it didn't break. I'm very interested in your ideas for the large engine mounting. I had some thoughts years ago about welding some brackets so that the same mounting could be used in compression. Does anyone have any thoughts as to why they designed the mounting to put a shear force on the rubber metal joint so it was bound to fail instead of compressing it. There must be an explanation but it eludes me - although it may be softer and dampen vibration ?. I know of one that failed back in 1965 under warranty. Although BMC modified other problems such as the lower suspension arm bushes that wore rapidly on Mk1 cars this engine mounting was never addressed. Regards David able to invest some time (Work, kids and MrsP allowing) to sort this once and for all. I believe that the last component has now fallen into place with the clamp plate, so a proper fix might be in the offing. Chris. |
|
|
|
Post by threelitre on Sept 18, 2012 11:02:59 GMT
The 1800 seems to be the only car where the engine can literally drop out when all the engine bearings fail. I can only imagine that the enginees did 'hang' the engine in search of better isolation. On the ADO16 it is nicely wedged into the mounts, but will not move as freely. On the Maxi the basic layout is the same as on the ADO16 again, but with modified mounts. In the 3litre the engine is simply standing on the rather large mount...
In the early 80s my father already had trouble replacing the rear mount - overytime one was ordered a front mount turned up, the same when a front mount was ordered. Someone must have made an error with the numbering and I can only assume a large pile of the rear units was waiting to be ordered somewhere.
Regards,
Alexander
|
|
|
|
Post by Penguin45 on Sept 18, 2012 19:14:02 GMT
Well, the engine was known to go under the car in a head-on smash. Whether or not that was intentional or not, I've no idea.
Chris.
|
|
|
|
Post by dave1800 on Sept 19, 2012 1:10:35 GMT
Yes, but the problem was it could go under the car without having an accident  I think it was an unintentional result of the engine mounting arrangements, the strength of the cross tube and the geometry of the engine / transmission lump. I don't think this safety feature was on their minds at the design stage but BMC were definitely carrying out crash tests in the early sixties - hence the adverts about the 1800 shell strength. As far as the way the engine is suspended is concerned, I think the engineers were trying to reduce vibration. That was the reason they resorted to those leaky cables on the Mk1 and Mk11 cars. I'm not sure why, I couldn't detect any more vibrations from the later rod change mechanism in the two Mk111 cars I owned. Regards David regards David Well, the engine was known to go under the car in a head-on smash. Whether or not that was intentional or not, I've no idea. Chris. |
|
|
|
Post by threelitre on Sept 19, 2012 7:23:02 GMT
The crash aspect might be true. On the Maxi the subframe is designed to dive under the body and take the engine with it - with quite reasonable results for the day.
Regards,
Alexander
PS: I like the cable change on the 1800 - very nice to use and not leaking (anymore) on ours.
|
|
|
|
Post by dave1800 on Sept 19, 2012 9:14:47 GMT
Although I did have oil leaks, I found the cable change very positive. Maybe the 1800 engine was designed to go under the car after all? Regards David PS: I like the cable change on the 1800 - very nice to use and not leaking (anymore) on ours. |
|
|
|
Post by Penguin45 on Sept 22, 2012 20:06:01 GMT
Right........
Nice early finish today, so I have set to on the engine.
Removed spark plugs. Set engine to top dead centre on the pulley and the marks under the timing case. Removed rocker cover, to find the rockers on pot one rockable; ie valves both fully closed. Rah! TDC.
Removed distributor and clamp plate. Stripped, cleaned and lubricated dizzy. Fitted new plate. Re-fitted dizzy. Noted rotor arm pointing between one and two o'clock; therefore drive dog aligned correctly. Rah II!
Rotated pulley to 13 degrees BTDC. Refitted dizzy cap and fitted plug to number one lead. Made sure it was nicely earthed and switched on the ignition. Rotated dizzy back and forth until I'd got the spark point, then clamped up the plate, which locked. Which was nice.
Put rocker cover back on and went for a drive, taking a 7/16" spanner with me. Several stops and tweaks on a warm engine later and it was running nicely - but - still hotter than I would have liked. I was by now satisfied that the timing was near enough correct, so, what to do next?
The plugs were, once again, a nice pale biscuit colour when removed, suggesting that the mixture was about right, so with a small amount of trepidation, I enriched the mixture on each carburettor by about an 1/8th of a turn on the screws.
Bingo! Temperature dropped back to the middle of the N zone. Performance nice and frisky. Idle reset, I think the job is done.
Chris.
|
|
|
|
Post by Keef on Sept 23, 2012 11:00:25 GMT
Bingo! Temperature dropped back to the middle of the N zone. Performance nice and frisky. Idle reset, I think the job is done. That's interesting Chris. Plugs on JJ are also a nice pale biscuit colour, so I assumed the recent running hot was down to a failed thermostat. Think I'll try playing with the mixture again first now!  |
|
|
|
Post by dave1800 on Oct 12, 2012 7:53:51 GMT
I was reading another forum as this one has been a bit quiet this week and someone was commenting that the HIF44s can start running weak if there is not enough airflow around them to keep them cool. I understand they use a bi-metallic or similar system to weaken the mixture to compensate for temperature. I believe you run HIF44s not HS6s so could this be an issue for you I wonder that only shows up on a long run from Cornwall fully laden? The carbs don't have much space between the manifold and firewall. I would have thought that the thermal compensation should have maxed out after a few miles certainly in summer, but who knows? Food for thought regards David Right........ Put rocker cover back on and went for a drive, taking a 7/16" spanner with me. Several stops and tweaks on a warm engine later and it was running nicely - but - still hotter than I would have liked. I was by now satisfied that the timing was near enough correct, so, what to do next? The plugs were, once again, a nice pale biscuit colour when removed, suggesting that the mixture was about right, so with a small amount of trepidation, I enriched the mixture on each carburettor by about an 1/8th of a turn on the screws. Bingo! Temperature dropped back to the middle of the N zone. Performance nice and frisky. Idle reset, I think the job is done. Chris. |
|
|
|
Post by Penguin45 on Oct 13, 2012 0:05:01 GMT
Definitely interesting, David. I wonder how critical this is? The HIFs and manifold came off a scrap MGB. If you think about it, the engine is in-line on that car, but the air flow through the engine bay will be restricted by the radiator at the front.
The 'Crab has the carbs behind the engine. I did fit the heatshield to try and negate the worst effects of the heat from the exhaust and I have to say, looking at the dirt pattern thrown up in the engine bay over the summer, that there is plenty of stuff coming up the back of the engine. The bulkhead is filthy already.
Not long until we're freezing our nuts off over here, so something to have a look at. Looking at the Burlen site, everything is still available.
In other news, I finally found and fitted the new brake master cylinder (It was hiding in full view......) and seem to have resolved the slightly upsy downsy brake pedal which I have enjoyed all summer.
Just the sticky nearside caliper to deal with now. I have found a source of stainless pistons for the calipers. £60 for all four seems pretty reasonable to me, so I'll go ahead with that and write it up over the winter.
Chris.
|
|
|
|
Post by dave1800 on Oct 13, 2012 10:11:51 GMT
Yes, I'm not sure about the airflow around the carbs on an MGB v 1800 but there is certainly a little more room in the MGB bay. If that bi-metallic actuator still has a little way to go when you are tuning it could make it run a bit weak on a long run I suspect, perhaps enough to raise the water temperature? I'm sure your caliper rebuild photos and narrative will be appreciated, I recall it was a horrible frustrating job with improvised tools. regards David Definitely interesting, David. I wonder how critical this is? The HIFs and manifold came off a scrap MGB. If you think about it, the engine is in-line on that car, but the air flow through the engine bay will be restricted by the radiator at the front. The 'Crab has the carbs behind the engine. I did fit the heatshield to try and negate the worst effects of the heat from the exhaust and I have to say, looking at the dirt pattern thrown up in the engine bay over the summer, that there is plenty of stuff coming up the back of the engine. The bulkhead is filthy already. Not long until we're freezing our nuts off over here, so something to have a look at. Looking at the Burlen site, everything is still available. In other news, I finally found and fitted the new brake master cylinder (It was hiding in full view......) and seem to have resolved the slightly upsy downsy brake pedal which I have enjoyed all summer. Just the sticky nearside caliper to deal with now. I have found a source of stainless pistons for the calipers. £60 for all four seems pretty reasonable to me, so I'll go ahead with that and write it up over the winter. Chris. |
|
|
|
Post by indianajones on Oct 13, 2012 10:28:36 GMT
I also look foward to the caliper rebuild too, it's something I'd also like to do myself, perhaps next year -Andrew |
|
|
|
Post by Penguin45 on Oct 21, 2012 21:20:41 GMT
I spent yesterday afternoon over at Mike's house in Keighley. Tony was round as well, so many hands made light work of the problems.
The dizzy was moving because it was not fully home in the clamp plate. This turned out to be because the hole through the clamp plate was not fully round - disappointing for a brand new part. A reworking in the vice soon had it to Mike's satisfaction and the dizzy would now slip fully home, and mores to the point hold when the clamp was tightened.
Timing appears to be best done as team sport. Tony was under the car with the timing light, whilst Mike dialled in the distributor. The pair of them then set about the carburettors. I'd got one spot on, whilst one needed a slight tweak. Throttle stops and fast running set up followed within minutes and the car was completely transformed.
I made myself useful throughout the entire exercise. Key operator, choke operator, pedal operator, tea maker, cable holder, bit-taker-off-er-so-as-Mike-and-Tony-can-put-it-back-on-properly............
It was an educational experience really - Mike and Tony know exactly what they're doing.
Rather than heading back to Yeadon over the hills, I ran down the dual carraigeway past Bingley. The car zoomed up to 80mph effortlessly and felt like it had plenty in reserve. Just briefly, you understand. Big hill up into Guiseley saw the temperature gauge stay resolutely in the middle of the N zone, so I think they've done it.
Very pleased and very grateful to Mike and Tony.
Chris.
|
|
|
|
Post by dave1800 on Oct 22, 2012 0:57:29 GMT
Good news Chris! Now you can tell us all how to do it I spent yesterday afternoon over at Mike's house in Keighley. Tony was round as well, so many hands made light work of the problems. The dizzy was moving because it was not fully home in the clamp plate. This turned out to be because the hole through the clamp plate was not fully round - disappointing for a brand new part. A reworking in the vice soon had it to Mike's satisfaction and the dizzy would now slip fully home, and mores to the point hold when the clamp was tightened. Timing appears to be best done as team sport. Tony was under the car with the timing light, whilst Mike dialled in the distributor. The pair of them then set about the carburettors. I'd got one spot on, whilst one needed a slight tweak. Throttle stops and fast running set up followed within minutes and the car was completely transformed. I made myself useful throughout the entire exercise. Key operator, choke operator, pedal operator, tea maker, cable holder, bit-taker-off-er-so-as-Mike-and-Tony-can-put-it-back-on-properly............ It was an educational experience really - Mike and Tony know exactly what they're doing. Rather than heading back to Yeadon over the hills, I ran down the dual carraigeway past Bingley. The car zoomed up to 80mph effortlessly and felt like it had plenty in reserve. Just briefly, you understand. Big hill up into Guiseley saw the temperature gauge stay resolutely in the middle of the N zone, so I think they've done it. Very pleased and very grateful to Mike and Tony. Chris. |
|
|
|
Post by indianajones on Oct 22, 2012 2:35:30 GMT
Good news Chris! Now you can tell us all how to do it What Dave said, but you can skip the part about making a cup of tea, I've got that sorted lol -Andrew |
|
able to invest some time (Work, kids and MrsP allowing) to sort this once and for all. I believe that the last component has now fallen into place with the clamp plate, so a proper fix might be in the offing.
